DISCHARGE SYSTEMS TRAILING SUCTION HOPPER DREDGERS DISCHARGE SYSTEMS CONTENTS 1, Hopper discharge systems....sscsssessessee ssseesetneessennennaneneessee 1 2, Bottom dumping discharge systems.....c.ssssssessetsseesensansnanneeeee 3 2.1 Hinged bottom doors 3 2.2 Conical bottom doors. 4 2.3 Pre-unloading valves. 5 3, Selfemplying suction systems. 5 3.4 Suction channels with upper doors. 6 3.2 Suction mouth with sluice valves. 8 3.3 Suction mouth with sluice valves, in combination with a dewatering screen 9 4. Split hull 10 5. Dry digging out systems, "1 5.1 Twin scrapers. " 5.2 Twin grabs. " 5.3 Back-hoe. 12 5.4 Bucket wheel 13 6. Delivery systems....ccsscsssesseenseeneee sesseeaneeseesnnnnnennsennense coe 18 6.1 Floating pipe line. 13 6.2 Rainbowing 14 6.3 Mobile pumping vessel Arco Trent. 14 ‘TRAINING INSTITUTE FOR DREDGINGSe DISCHARGE SYSTEMS 1, HOPPER DISCHARGE SYSTEMS. ‘The unloading of trailing suction hopper dredgers (TSHD) and barges can be accomplished in several ways, depending on the construction of the vessel Following main discharge systems are distinguished: * self-supporting discharge systems = bottom dumping discharge systems = self emptying suction discharge systems = dry digging out discharge systems (elevator, drag line, back-hoe, grab) * discharge systems using external means: = dry digging out systems (clam shell barge) => pumping out systems (by barge suction dredger) Bottom dumping systems can be subdivided as follows: ¢ mono hull dredgers = sliding bottom doors = hinged bottom doors (both single and double) = (conical) bottom valves = pre-unloading valves (additional to hinged bottom doors or conical bottom valves) © split hull dredgers A self emptying suction systems consists of: * _ahopper suction system part, which may be of one of following types: = suction channels with upper doors = suction mouths with sluice valves connected to suction pipe line => suction channels with fissure inlets, without doors or valves = other * dredge pump system * _adelivery system part, which may be, depending on the applied working method, one of the following types. => shore connection with floating pipe line rainbow nozzle fall pipe system (pumping out via pipe line return setting) * ahopper load diluting system using water jets etc = > Fig 1.1. TSHD Amsterdam TRAINING INSTITUTE FOR DREDGING SHEET: 1a DISCHARGE SYSTEMS Dry digging out systems are generally applied on board of sand and gravel __dredgers and barges. But also grab hopper dredgers may discharge their load using own digging facility. == == Fig 1.3 Grab hopper dredger Samo Pumping out by means of a barge unloading suction _dredger is mostly applied for small inland dredging operations where the three phases of the dredging process (loading, transport and unloading) are often more or less separated. Fig 1.4 Barge unloading suction dredger Fig 1.5 Barge unloading suction and Jetting process ‘TRAINING INSTITUTE FOR DREDGING SHEET: 2SE DISCHARGE SYSTEMS 2. BOTTOM DUMPING DISCHARGE SYSTEM (One of the biggest advantages of sliding bottom doors is the possibility to dump the dredged load at very shallow waters. Some disadvantages however, with regard to wear of the sliding mechanism and to damaging of the inflatable seals, made these doors less popular. Therefore the course will not go further into this type of bottom dump doors. 2.1 Hinged bottom doors Hinged bottom doors may be of the single and the double type. The standard type bottom doors afford ample discharge openings. The ‘openings between the bottom plating and the doors are as small as possible. There is sufficient space to handle the pins and bushes when the ship is docked. The doors, in single or double execution are an all- welded box shaped construction, reinforced on the inside so that deflections will not affect. the perfect closure of the doors. The tightness of the doors has been tested under oll pressure. Each door is provided with stainless steel filing and drain plugs and with strong lifting eyes and hinges. doors, pins, bushes, rubber packing etc. can be replaced during docking if the height between the bottom of the ship and the dock floor is at least 1m. Fig 2.1.1 Hinged bottom doors In closed position, the doors are flush with the ship's bottom; sometimes they are in a more or less retracted position in order to limit protrusion, but at the expense of hopper space. The bottom door actuating mechanism is designed to open the bottom doors by the weight of spoil as well as by a positive opening action Each door or set of doors is suspended from its (their) own hydraulic cylinder by means of a slotted pipe fixed to the hydraulic cylinder, a main stem and a set of lower rods made of mild steel tubes and rods. Steel wedges can be passed through the slotted pipe and the outer pipe to secure the bottom door before the hydraulic pumps are stopped for the weekend or for a sea voyage. ‘The supports of these wedges are accessible from the catwalks on top of the hopper coamings Each ram is of the double action type, designed to hold the pair of doors closed when the hopper is fully loaded and to push the doors open and hold them in the open position to prevent slamming while the hopper load is being dumped. After dumping the hopper load each pair of doors is closed by the hydraulic ram ‘TRAINING INSTITUTE FOR DREDGING SHEET: 3HELE) DISCHARGE SYSTEMS 2.2 Conical bottom valves Bottom valves serve for the discharge of soil and soil mixtures via the hopper bottom. Many types of bottom valves are in use. One of these is the conical bottom valve. These valves are conical in shape. Conical bottom valves ensure the rapid discharge of the spoil and the complete sealing of the hopper. They have no vulnerable parts such as hinges below the waterline, The absence of obstacles in the hopper and the discharge aperture minimises the risk of dredged-up chains, wires, etc. fouling the aperture during discharge ESS i and damaging the seal or the valve Fig 22.4 Conical bottom valves when this is closed Finally, the flush profile obtained with this type of vaive reduces the hull resistance during steaming. ‘The conical bottom valves can be moved up and down vertically by means of hydraulic cylinders. Each vaive has three fins to guide the rod and valve assembly. The operating range of these vaives is about 1 m. The extra stroke to free the fins from the valve opening is, about 0.55 m. “The construction of the valve is as follows: The conical valve of welded steel with a cast steel frame and a wear resistant rubber seal with a steel securing band is welded to a stem and to the extremities of the three fins in such a manner that they can be bumt off very easily should this be necessary for the repair purposes, when the ship is drydocked. The flange bracing’s and lappings are welded to the stem. The valve seats are made of cast steel. Each valve stem above the light ship waterline is equipped with a dismantling flange which can be removed by cutting with an oxy-acetylene cutter. This provision allows dismantling of the conical valves without dry-docking the ship. The shipyard furnishes the necessary special tools. The construction of the valves also allows changing in a__—_drydock. The interface between the fins and the valve seat will be reinforced by welding on a wear resistant layer. The valves are actuated by double acting hydraulic cylinders, each cylinder actuates a separate valve. The cylinders are mounted on a support on the hopper coaming, ‘A wedge is fitted in the valve stem to secure the closed valve before the hydraulic pumps are stopped for a weekend or for a sea voyage. During normal operating shifts these wedges need not to be fitted. ‘The hydraulic high pressure system keeps the valve closed during operation. The hydraulic ‘TRAINING INSTITUTE FOR DREDGING SHEET: 4SE DISCHARGE SYSTEMS low pressure system closes the valves when the wedges of the bottom valves have to be inserted. Afterwards removal of the wedges will always be possible by applying high pressure, The hydraulic plungers are manufactured from stainless steel. In the sealing a soraper ring is, fitted to remove all dirt from the rods during the ingoing stroke. A second wedge of a lighter construction is fitted above the wedge already mentioned to be able to secure the valve in the extra stroke position 2.3. Pre-unloading valves The first stage of reclamation and beach nourishment dredging may consist of dumping at very shallow water, prior to the raising by supply of sand by other means. In this situation trailing suction hopper dredgers provided with hinged bottom doors or conical valves operate at great risk of damage A very useful working method is to reduce the ships draught prior to dumping by unloading part of the hopper content via, so called pre-unloading valves, These valves are generally fitted in the centre keelson. Fig 2.3.1 pre-unloading valve in centre keelson 3. SELF EMPTYING SUCTION SYSTEMS A self-emptying system allows emptying the hopper with the inboard dredge pumps. When pumping ashore the delivery pressure of the dredge pump should preferably be increased in order to overcome the resistance which is, depending of the delivery pipe line length, much higher than on board to the hopper. In order to attain such, some of following (combined) measures can be taken = Ifthe dredger is provided with two dredging pumps, the pumps can be put in series, > In case of one pump only, an onboard booster pump may be possible ( a shore based booster may be usefull in all cases) = an other possibilty is to increase the delivery pressure of the dredge pumps by increasing the speed; this can be achieved by: = increased engine rpm = adjustable gearbox In this description itis assumed that the dredger is equipped with two dredgepumps and two ‘TRAINING INSTITUTE FOR DREDGING SHEET: §HELE) DISCHARGE SYSTEMS suction tubes. 3.1. Suction channels with upper doors The systems generally consists of two self-emptying channels. Each channel connects to a sea inlet chest, through a water inlet valve and a self-emptying valve to the suction line of a dredgepump. ‘At the bottom side the channels closed by the (hinged) bottom door. This is of great advantages in case of a channel blocked by sediment. The blockage can be solved then by dumping the load, In case of dumping the upper doors will be kept opened. One disadvantage of this system is the obstruction of the | i channel in way of the material flow while dumping Fig 3.4.1 Upper doors and the related wear and tear. ‘The self-emptying channels are sometimes equipped with a jetting system to dilute the mixture in the channel. The water entering the sea water inlet chest functions as a carrier of the mixture from the channel towards the pump. At the top the channels are covered by upper doors, which can be operated remotely from the wheel house. The sand in the hopper 4 flows into the channels through the opened upper doors. The #9 34-2 Detail upper door diluted mixture is pumped out of the channel by a dredgepump. This dredge pump feeds the second dredge pump which has to supply the pressure for pumping the mixture towards the dumping area. After arrival at the discharge area the discharge to shore piping of the dredger has to be connected to the shore pipeline. This connection is usually accomplished by a special coupling device, a quick acting connector. (see Fig 3.1.3). The dredgemaster starts the pump- out procedure by checking the position of all sluice valves. The _—_*Fig.3.1.3 Shore connection ‘TRAINING INSTITUTE FOR DREDGING SHEET: 6FEED) DISCHARGE SYSTEMS flushing pumps of the sluice valves should also be started. Next the suction inlet and discharge to shore valve should be opened to allow the pump(s) to pump outboard water into the pipe system after which the self-emptying valves at one end and the sea water inlet valves at the other end of the channel have to be opened and the suction inlet has to be closed, To start the pumps the diesel engines have to run and the dredge pump ‘speed control levers have to be in the O-position. After having started the land pumps the dredge pumps can be started, by engaging the coupling ‘The pump speed of both pumps (port and starboard) should be adjusted simultaneously as they now operate in series. The suction pump has to be adjusted first, then the discharge pump. It Fig 31.4 Both dredge pumps in sores; self emptying SOuld not be forgotten to open the channels with upper doors cross-over valve! It must be made sure, that both self-emptying channels are clean by pumping water through each one alternately, therefore the sea water inlet valves have to be closed in turn so that it can be checked that neither channel is clogged. The settled sediment of sand in the hopper should be brought again into a mixture before it can be sucked out. Therefore it should be diluted. This is achieved by a strong jet water flow at the top of the sediment a layer of water can be 3 pumped, down the package of sediment, whilst The (medium pressure) jet water is pumped Using the same pumps as used for the drag head jetting system. Some systems are provided with facilities to put jet pumps in series, in order to have double pressure jetting force. In the case additional water on top of the load is required an additional low pressure diluting pump may be used. An other way of ‘operation is supplying water using the dredge pump prior for starting the pumping out process, Jet water nozzles are generally mounted at Fig 3.1.5 Hopper space with hopper load diluting jet the top of the centre keelson and around the nozzles on top of the contre koelson. self emptying system. The nozzles are ‘TRAINING INSTITUTE FOR DREDGING SHEET:7HELE) DISCHARGE SYSTEMS operated in groups, related to the hopper section in self emptying operation. The dredgemaster should now open the upper doors of a compartment, port and starboard simultaneously. He should never open the upper doors adjacent to the sea inlet chests first as the sand might flow into the inlet chests and choke them, so he always should open the number two (port and starboard side) first. Open number one doors after the sand above number two has been almost completely drawn away. When the compartment above number one does not hold any more sand open door number three, then number four, ete. ‘The reason for the above mentioned sequence is the following: When sand or mixture comes into the inlet chests part of it might go through and fall under the ship. As the ship is always moored in the same spot, because of the fixed place of the shore pipe connection, the sand always will fall on the same spot. The quantity of sand grows and grows and causes a bar to be built up and ultimately the Fig 3.1.6 Fixed mooring point dredger will be grounded on its own sand. This becomes dangerous when the ship’s mooring place is a tidal harbour. ‘The dredgemaster should observe the velocity indication and adjust the suction inlet valves accordingly. The jet valves should be closed as soon as the compartment is empty and those of the next compartment should be opened, followed by the opening of the upper doors. ‘This procedure should be continued until the hopper is entirely empty. The pump-out operation has been completed as soon as the whole (discharge to) shore pipeline is discharging water only. The pump-out procedure then can be completed by the following actions : Stop the jet pump, close all valves in the jetting system, followed by simultaneously decreasing the pump speeds of the port and starboard dredge pumps to 0. Disengage the dredge pumps. Finally disconnect the shore discharge pipe line. 3.2. Suction mouths with sluice valves This type of system is generally build outside the hopper space, mostly inside the centre keelson, but may also be build in void spaces aside the hopper. The central suction pipe line is connected at one side to the dredge pump suction pipe line and at the other via a sluice valve to the outside water. The suction mouths positions are as close as much to the hopper bottom, which is an advantage above the suction channel with ‘TRAINING INSTITUTE FOR DREDGING SHEET: 8SE DISCHARGE SYSTEMS upper doors, as almost no remainder load is left after emptying the hopper. An other big advantage is the location of the equipment outside the hopper space, which prevents from obstruction and related wear. However pipelines and sluice valves situated in a narrow space such as the centre_keelson seam to be difficult to exchange. Therefore the pipelines should be made of wear resistant material. Further it should be noticed that this type of self emptying system is the best solution when conical bottom valves are applied. Fig, 3.2.2 Self emptying system with suction pipe lines and sluice valves at both sides, in combination with bottom doors. 3.3. Suction mouths with sluice valves, in combination with a dewatering screen. Unloading the hopper is also possible with the IHC-self-discharge system. The hopper is emptied by means of the dredge pump via a main duct running alongside the hopper at floor level and having a number of transverse branches, each of which incorporates a remotely operated valve. Thus, suction can be applied throughout the length of the hopper in accordance with the ‘number and position of the transverse branches. ‘The mixture is pumped to a vibrating screen, which now serves only to separate the gravel from the water. A shipborne conveyor belt system delivers the gravel ontop shore. The water which flows down the screen is recirculated into the hopper by gravity via a limited ‘TRAINING INSTITUTE FOR DREDGING SHEET: 9HELE) DISCHARGE SYSTEMS number of openings in the hopper wall opposite the suction tube branch openings. 4, SPLIT HULL Under normal conditions, conventional bottom discharge systems such as bottom doors, conical valves, etc. installed in trailing suction hopper _dredgers performed satisfactorily. However, the development of dredging techniques continues, and has resulted in new types of dragheads able to dig in cohesive materials. These cohesive material are dumped into the hopper, where, due to the movements of the vessel, a very plastic, solid mass is created. This type of soil cannot be dumped through conventional bottom systems as easily as sand or silt, Therefore the split hull principle may be the solution to this problem. ‘The hopper is divided longitudinally into two halves, which can be swung ~ apart for the purpose of spoil discharge. The halves are connected by massive hinges situated at main deck level and are actuated by hydraulic rams loca-ted in the fore OO and after parts of the vessel Fig 41 Spitrait Upon comparison with conventional designs, the split hull concept is seen to possess manifest advantages => Superior discharge characteristics, a product of a very large discharge aperture, smooth and unobstructed i hopper walls, and increasing cross-sectional area of the Fig 4.2 Ming hopper during discharge (thereby eliminating “arching” of the compact mass). => The hopper contents can be discharged en masse, distributed over a number of dumping grounds, or, in the case of coarse material, dispersed. = There is litle risk of damage to the discharge mechanism in shallow water or swell conditions, since the mechanism forms an integral part of the vessel = The hydraulic actuating system is simple. Itis therefore easily operated and requires litle maintenance. => The design allows of a small laden draught, making it an ideal ship for reclamation dumping. 5. DRY DIGGING OUT SYSTEMS ‘These systems are generally applied on board of sand and gravel dredgers and barges. ‘TRAINING INSTITUTE FOR DREDGING SHEET: 10SE DISCHARGE SYSTEMS 5.1 Twin scrapers The installation (Marinex VI, Arco Avon, City of London, Cambrae, Cambrook, Arco Severn, ‘Arco Scheldt, Arco Thames, Arco Tyne ) consists of twin scrapers, operating side by side, Fig 5.1.1 Scraper and discharging over the aft end of the ships hold. The buckets discharge the product into a transvers hopper arranged above deck level and provided with a belt feeder. The feeder discharges in turn on to a luffing and slewing boom conveyor which transfers the material to the shore. 5.2 Twin grab. The Deepstone (Arco Dart, Arco Dee, Arco Swale), which was specially designed for marine gravel reclamation, is equipped with a twingrab travelling crane. To unload the gravel, the Fig 6.2.1 Twin grab Deopstone Fig 5.2.2 Grab on board of the Arco Dart twin-grab travelling crane is moved into position above the hopper. The material is raised and deposited on a conveyor belt running lengthways over the hopper, for whence it passes to a second conveyor belt which extends overboard. The unloading operation is controlled from a cabin situated high in the crane structure. The grab hoists are powered by electric motors. The conveyor belts are similarly powered. The large of these is 44 metres long, ‘TRAINING INSTITUTE FOR DREDGING SHEET: 11HELE) DISCHARGE SYSTEMS while the smaller unit, which can be swung outboard by hand on the starboard side, extends 18 motres beyond the extremity of the deck, enabling gravel to be deposited ashore or shot Fig 5.2.3 Unloading the hopper with twin grabs and conveyor belts into barges moored alongside. 5.3 Back-hoe Some dredgers (City of Cardiff, City of Chichester) are designed to self-discharge the cargo onto the quayside on the portside only via a travelling discharger and a series of conveyors. ‘The discharger is a mobile unit mounted on a rails, which travels the length of the vessel's hold. The unit removes cargo from the hold by means of a back-hoe type hydraulically powered digging machine and deposits the material into a receiving hopper for conveying off the vessel. The arrange- ment of conveyors con- sists of a feeder con-veyor which is, installed on the discharger and which feeds on to a full length deck conveyor fitted along the starboard side hatch coaming. This is then linked to a transverse unit located at the forward and of the vessels hopper which in tum is fed to the shore side by an overside boom conveyor. It is also possible to discharge directly with the back-hoe on shore, pending on the shore facilites. Fig 5.2.1 Back-hoe unloader ‘TRAINING INSTITUTE FOR DREDGING SHEET: 12Se DISCHARGE SYSTEMS loaded by a wheel excavator, which tra-vels ‘over the length of the hopper. ‘The dredgers are also equipped with a pump-out system using the — dredgepump and an ‘emergency discharge system, ‘comprising six hydraulically ‘operated valves in the hopper bottom. The Camdiik is able to dump as much load as is needed to go from a discharge draught of 7.65 m to the Fig 5.4.1 Bucket wheel unloader. international mark of 6.55 m. ‘The system is only put into operation under extreme conditions. ‘The Camdijk is equipped with a hydraulically driven 9.46 metre diameter wheel with 800 litre buckets, empties the load on a conveyor belt. The belt runs at 2.5 mis and can be turned ‘outboard at the stern towards shore facilities. The wheel slides through the hopper from front to the back. Normal unloading time for around 5000 m’is about 4.5 hours. In peak situations ‘the installation is able to discharge at 1600 m’ per hour, 6. DELIVERY SYSTEMS Pumping ashore is a dredging application of increasing importance. Among others following dredging works are common business: + beach nourishment reclamation for industrial areas sand and gravel and heavy minerals mining + storage of polluted spoil (environmental dredging) Depending on the type of dredging work, a shore connection can be made using either a floating pipeline or, berthed along a quay, using other means. 6.1 Floating pipe line The dredger should be provided with special equipment to connect a (floating) pipeline to the onboard delivery pipeline. These connection systems can be of different types, depending on the applied working method and on the sea state and other environmental tions, as current. The floating pipe line coupling should be picked up from the sea. This may be either with the aid of a working Fig 6.1.1 Fixed floating pipe line connection system TRAINING INSTITUTE FOR DREDGING SHEET: 13a DISCHARGE SYSTEMS boat (tug) or by own means. It may be desired to connect the floating pipeline in any direction and with all possible current and wind directions. ‘ pz In this situation é the connection system should be flexible. Fig 6.1.3 flexible floating pipe line connection ‘system 6.2 Rainbowing For the purpose to raise a water bottom at shallow places at too low depth for dumping, the hopper load can be pumped out and sprayed far before the ship's bow. This operation is. called rainbowing. Pictures below give a good impression how this spectacular operation is performed. Fig 6.2.1 Rainbowing wot and dey 6.3. Mobile pumping vessel Arco Trent ‘As a rule, the landing of marine aggregates demands fairly extensive facilities. In addition to the actual handling installation, a quay or jetty with sufficient depth of water for berthing the ‘dredgers is necessary. In an effort to achieve greater flexibility in the choice of discharge point, ARC Marine looked for a demand of unloading their vessels in open water. Various alternatives were explored in the hope finding an early solution to the problem. Consultation, with IHC Holland led to a decision to convert the gravel dredger Arco Trent into a booster station. ‘TRAINING INSTITUTE FOR DREDGING SHEET: 14SE DISCHARGE SYSTEMS ‘The hopper of the dredger was modified to permit the installation of the pumping installation. The rear part was transformed into a receiving hopper with a self-discharge system having two hydraulically operated valves in the top of the trunkway. A relief valve incorporated in the Fig 6.3.1 Mobile pumping vessel Arco Trent suction pipe between the hopper and the pump enables the vacuiim to be regulated. ‘TRAINING INSTITUTE FOR DREDGING SHEET: 15